U.S. patent application number 11/303654 was filed with the patent office on 2007-03-15 for simplified cabin services system for an aircraft.
Invention is credited to Kevin S. Callahan, Trevor M. Laib, Bradley J. Mitchell, William C. Sanford.
Application Number | 20070061847 11/303654 |
Document ID | / |
Family ID | 37232779 |
Filed Date | 2007-03-15 |
United States Patent
Application |
20070061847 |
Kind Code |
A1 |
Callahan; Kevin S. ; et
al. |
March 15, 2007 |
Simplified cabin services system for an aircraft
Abstract
A cabin services system for an aircraft is disclosed. The cabin
services system comprises at least one wireless network, the at
least one wireless network providing at least one cabin service.
The cabin services system further includes a cabin attendant panel
for communicating with the at least one wireless networks and
configured to control the at least one cabin service.
Inventors: |
Callahan; Kevin S.;
(Shoreline, WA) ; Laib; Trevor M.; (Woodinville,
WA) ; Mitchell; Bradley J.; (Snohomish, WA) ;
Sanford; William C.; (Mukilteo, WA) |
Correspondence
Address: |
SAWYER LAW GROUP LLP
P O BOX 51418
PALO ALTO
CA
94303
US
|
Family ID: |
37232779 |
Appl. No.: |
11/303654 |
Filed: |
December 16, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60716687 |
Sep 12, 2005 |
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Current U.S.
Class: |
725/76 ; 725/77;
725/81 |
Current CPC
Class: |
Y02T 50/40 20130101;
Y02T 50/46 20130101; B64D 11/0015 20130101; B64D 11/00155
20141201 |
Class at
Publication: |
725/076 ;
725/081; 725/077 |
International
Class: |
H04N 7/18 20060101
H04N007/18 |
Claims
1. A cabin services system for an aircraft comprising: at least one
wireless network, the at least one wireless network providing at
least one cabin service; and a cabin attendant panel for
communicating with the at least one wireless networks and
configured to control the at least one cabin service.
2. The cabin services system of claim 1 wherein the at least one
wireless network comprise: a passenger service unit for
communicating wirelessly with the cabin attendant panel; and a
passenger control unit for communicating wirelessly with the
passenger service unit.
3. The cabin services system of claim 1 wherein the passenger
service unit comprises: a wireless receiver for communicating with
the passenger control unit; and a controller system for
communicating with the receiver and for controlling the at least
one cabin service.
4. The cabin services system of claim 3 wherein the at least one
cabin service comprises any of a reading light, an attendant call
light, an attendant call cancellation, and a personal air
outlet.
5. The cabin services system of claim 3 wherein the controller
system comprises: a controller; and a memory coupled to the
controller.
6. The cabin services system of claim 3 wherein the passenger
service unit is coupled to a mounting rail, wherein the mounting
rail supplies power to each of the passenger service units in the
seat group network.
7. The cabin services system of claim 6 wherein the passenger
service unit includes an electrical contact assembly which is
coupled to the mounting rail.
8. The cabin services system of claim 7 wherein the electrical
contact assembly further includes an electrical spring and an
insulating plastic support coupled to the electrical spring.
9. The cabin services system of claim 7 wherein the passenger
service unit is clipped onto the mounting rail.
10. The cabin services system of claim 6 wherein the passenger
service unit includes: a first electrical circuit coupled to the
mounting rail for allowing operation of essential functions while
electrically connected to the mounting rail; and a second
electrical circuit coupled to the mounting rail for allowing
operation of non-essential functions while electrically connected
to the mounting rail.
11. The cabin services system of claim 10 wherein the first
electrical circuit and the second electrical circuit operate
alternately based upon the polarity of the power of the mounting
rail.
12. The cabin services system of claim 10 wherein the first
electrical circuit and the second electrical circuit operate
concurrently.
13. A passenger service unit for providing cabin services in an
aircraft in cooperation with a control unit, the passenger control
unit including a plurality of switches and a wireless transmitter,
the passenger service unit comprising: a plurality of cabin
services elements each configured to provide a cabin service and at
least one of which corresponds to one of the switches of the
control unit; a wireless receiver configured to receive wireless
control signals from the control unit; and a controller in
communication with the cabin services elements and the wireless
receiver and configured to actuate the at least one of the service
elements upon receipt of a control signal from the corresponding
switch.
14. The passenger service unit of claim 13 wherein the plurality of
cabin services comprises any combination of reading light,
attendant call light, attendant call cancellation, and personal air
outlet.
15. The passenger service unit of claim 13 wherein the controller
system comprises: a controller; and a memory coupled to the
controller.
16. The passenger service unit of claim 13 wherein the passenger
service unit is coupled to a mounting rail, wherein the mounting
rail supplies power to each of the passenger service units in a
cabin services system.
17. The passenger service unit of claim 16 wherein the passenger
service unit includes an electrical contact assembly which is
coupled to the mounting rail.
18. The passenger service unit of claim 17 wherein the electrical
contact assembly further includes an electrical spring and an
insulating support coupled to the electrical contact spring.
19. The passenger service unit of claim 17 wherein the passenger
service unit is clipped onto the mounting rail.
20. The passenger service unit of claim 16 wherein the passenger
service unit includes: a first electrical circuit coupled to the
mounting rail for allowing operation of essential functions while
electrically connected to the mounting rail; and a second
electrical circuit coupled to the mounting rail for allowing
operation of non-essential functions while electrically connected
to the mounting rail.
21. The passenger service unit of claim 20 wherein the first
electrical circuit and the second electrical circuit operate
alternately based upon the polarity of the power of the mounting
rail.
22. The passenger service unit of claim 20 wherein the first
electrical circuit and the second electrical circuit operate
concurrently.
23. The passenger service unit of claim 13, wherein the passenger
service unit is further operable to provide prognostic data to a
system within the aircraft using one or more of the following
methods: sending the prognostic data over a power rail,
transmitting the prognostic data wirelessly, or sending the
prognostic data over wires.
24. The passenger service unit of claim 23, wherein the prognostic
data comprises one or more of a signal strength of a transmitter
that transmits to the passenger service unit, performance of a fan
associated with a personal air outlet, or performance of a reading
light.
25. The passenger service unit of claim 13, wherein the passenger
service unit is operable to indicate that a component within the
passenger service unit has failed by turning on or off a reading
light or a light emitting diode (LED).
26. A seat group network for an aircraft comprising: a passenger
service unit for communicating wirelessly with the cabin zone unit;
and a passenger control unit for communicating wirelessly with the
passenger service unit.
27. The seat group network of claim 26 wherein the passenger
service unit comprises: a wireless receiver for communicating with
the passenger control unit; and a controller system for
communicating with the receiver and for controlling a plurality of
functions.
28. The seat group network of claim 27 wherein the plurality of
functions comprises any combination of reading light, attendant
call light, attendant call cancellation, and personal air
outlet.
29. The seat group network of claim 27 wherein the controller
system comprises: a controller; and a memory coupled to the
controller.
30. The seat group network of claim 27 wherein the passenger
service unit is coupled to a mounting rail, wherein the mounting
rail supplies power to the passenger service unit.
31. The seat group network of claim 30 wherein the passenger
service unit includes an electrical contact assembly which is
coupled to the mounting rail.
32. The seat group network of claim 31 wherein the electrical
contact assembly further includes an electrical spring and an
insulating support coupled to the electrical contact spring.
33. The seat group network of claim 31 wherein the passenger
service unit is clipped onto the mounting rail.
34. The seat group network of claim 30 wherein the passenger
service unit includes: a first electrical circuit coupled to the
mounting rail for allowing operation of essential functions while
electrically connected to the mounting rail; and a second
electrical circuit coupled to the mounting rail for allowing
operation of non-essential functions while electrically connected
to the mounting rail.
35. The seat group network of claim 34 wherein the first electrical
circuit and the second electrical circuit operate alternately based
upon the polarity of the power of the mounting rail.
36. The seat group network of claim 34 wherein the first electrical
circuit and the second electrical circuit operate concurrently.
37. The seat group network of claim 27 wherein an air supply for a
plurality of personal air outlets is drawn directly from a
passenger cabin of the aircraft.
38. The seat group network of claim 27 wherein an air supply for a
plurality of personal air outlets is drawn from an air distribution
system.
39. The seat group network of claim 27 wherein an air supply for a
plurality of personal air outlets is drawn from an inlet of the
personal air outlets being located in close proximity to an air
distribution nozzle outlet associated with an air distribution
system.
40. A method for configuring a passenger service unit in an
aircraft; the method comprising: clearing a memory of the passenger
service unit of all identifiers, wherein each of the identifiers
provides an indication of a function being associated with a
passenger control unit; and sending at least one new identifier to
associate the passenger service unit with an appropriate passenger
control unit.
41. The method of claim 40 wherein the at least one new identifier
comprises at least one transmitter identifier.
42. The method of claim 40 wherein the clearing and sending steps
are performed wirelessly.
43. The method of claim 40 wherein the sending step includes
storing the at least one new identifier in the memory.
44. The method of claim 41 wherein the sending step includes
storing the at least one transmitter identifier in the memory.
45. The method of claim 41 wherein the at least one transmitter
identifier is sent to the passenger service unit based upon a
telegram.
46. The method of claim 40 wherein the at least one identifier
comprises a plurality of identifiers.
47. The method of claim 46 wherein a plurality of telegrams are
sent and stored to associate a plurality of passenger control units
with the appropriate passenger service unit.
48. A computer readable medium containing program instructions for
configuring a passenger service unit in an aircraft; the program
instructions for: clearing a memory of the passenger service unit
of all identifiers, wherein each of the identifiers provides an
indication of a function being associated with a passenger control
unit; and sending at least one new identifier to associate the
passenger service unit with an appropriate passenger control
unit.
49. The computer readable medium of claim 48 wherein the at least
one new identifier comprises at least one transmitter
identifier.
50. The computer readable medium of claim 48 wherein the clearing
and sending steps are performed wirelessly.
51. The computer readable medium of claim 48 wherein the sending
step includes storing the at least one new identifier in the
memory.
52. The computer readable medium of claim 49 wherein the sending
step includes storing the at least one transmitter identifier in
the memory.
53. The computer readable medium of claim 49 wherein the at least
one transmitter identifier is sent to the passenger service unit
based upon a telegram.
54. The computer readable medium of claim 48 wherein the at least
one identifier comprises a plurality of identifiers.
55. The computer readable medium of claim 54 wherein a plurality of
telegrams are sent and stored to associate a plurality of passenger
control units with the appropriate passenger service unit.
56. A wireless passenger service network for providing cabin
services in an aircraft, the network comprising: a service unit
including: a wireless receiver; a controller operatively connected
to the wireless receiver; and a plurality of cabin service elements
operatively connected to the controller and each configured to
provide a cabin service; and a control unit including: a plurality
of switches corresponding to a respective plurality of the cabin
service elements; and a wireless transmitter operatively connected
to the switches and configured to transmit a control signal to the
wireless receiver of the service unit when one of the switches is
actuated to cause the controller to actuate the service element
corresponding to the actuated switch.
57. An aircraft comprising a plurality of wireless passenger
service networks each configured to provide cabin services and each
including: a service unit including a wireless receiver; a
controller operatively connected to the wireless receiver; and a
plurality of cabin service elements operatively connected to the
controller and each configured to provide a cabin service; and a
control unit including: a plurality of switches corresponding to a
respective plurality of the cabin service elements; and a wireless
transmitter operatively connected to the switches and configured to
transmit a control signal to the wireless receiver of the service
unit when one of the switches is actuated to cause the controller
to actuate the cabin service element corresponding to an
appropriate activated switch.
58. An aircraft comprising a cabin services system configured to
provide cabin services and including: a plurality of wireless
networks each including a passenger service unit having a plurality
of cabin service elements each configured to provide a cabin
service; and a cabin attendant panel in wireless communication with
the plurality of wireless networks and configured to control at
least one of the cabin service elements.
59. A method of manufacturing an aircraft, the method comprising:
installing a plurality of wireless passenger service units each
including a plurality of cabin service elements configured to
respectively provide a plurality of cabin services, wherein the
service units are installed such that the service elements are in
operative proximity with a respective seat of the aircraft; and
installing a plurality of wireless passenger control units each
including a plurality of switches respectively corresponding to a
respective plurality of the cabin service elements, wherein the
passenger control units are installed in operative proximity with a
corresponding plurality of seats and in wireless operative
proximity with a respective one of the passenger service units.
Description
FIELD OF THE INVENTION
[0001] The present invention relates generally to commercial
aircraft and more particularly to a cabin services system in an
aircraft.
BACKGROUND OF THE INVENTION
[0002] Commercial aircraft utilize a cabin services system to
provide passengers with a number of services. Some of the cabin
services address basic needs of the passengers, including air vents
(known as "gasper nozzles"), reading lights, attendant-calling
functions, emergency oxygen, and signage (e.g., FASTEN SEAT BELTS
and NO SMOKING). Other cabin services are designed to enhance the
flight experience of the passenger, including in-flight
entertainment such as music and video (with either flip-down or
seatback screens) and Internet connectivity such as Connexion.RTM.
by Boeing.
[0003] The mechanical, electrical, and pneumatic components that
are employed to provide cabin services are packaged together in
passenger service units. Each of these service units includes a set
of controls for actuating or adjusting the individual cabin
services. In narrow-body aircraft, that is, aircraft with a single
aisle, the controls for the cabin services are typically located
above the seats (i.e., overhead control). In wide-body aircraft,
that is, aircraft with two aisles, the controls for the cabin
services are typically located above the window seats and in the
armrests for the center seats (i.e., armrest control). In addition,
in-flight entertainment systems may also include a control box
located below the seats.
[0004] Conventional cabin services systems require miles of
electrical wiring and cable. For overhead controls, the electrical
wiring runs through the ceiling or crown of the aircraft. For
armrest controls, the electrical wiring runs through the floor. Not
only is this wiring system complex, but it also adds substantial
weight to an aircraft and occupies valuable space. In addition to
wiring complexity, the amount of skilled labor to perform the
tedious and demanding installation of the cabin services
system--including the ducting for the gasper nozzles--is
substantial.
[0005] In addition to the burden and complexity of the
installation, other factors come into play when designing a
passenger services system. For example, airlines desire a passenger
services system that is easy to use and ergonomically designed for
its passengers. In this regard, the controls for conventional
passenger services may often be difficult to reach, particularly
for passengers with a seat belt fastened. In addition, which
controls correspond to which seat may not be readily apparent.
[0006] Conventional passenger services functions are typically
integrated with the in-flight entertainment system. The portion of
the in-flight entertainment system that provides flight
entertainment is not essential; however, the in-flight
entertainment system as a whole is considered a basic aircraft
function due to the integration of passenger services functions
associated therewith. An in-flight entertainment system is
generally heavy and is time consuming to install. Additionally, new
in-flight entertainment systems evolve frequently. In addition,
in-flight entertainment systems are typically complex, highly
variable, and generate significant heat. A portion of the in-flight
entertainment system development cost involves work to meet cabin
services system interfacing requirements. While in-flight
entertainment systems are usually furnished by an airline, the
costs saved by removing cabin services system interface
requirements would be of significant benefit to airline customers,
reflecting favorably on the airline brand. In summary, airlines
generally must install an in-flight entertainment system in
aircraft so that the aircraft can have basic cabin services system
functions.
[0007] On both widebody and narrowbody aircraft, ducting of a
personal air outlet system is typically installed above ceiling
panels with short flex hoses that extend to each passenger service
unit to support personal air outlet air distribution. This ducting
takes up substantial space in the overhead area and requires a flex
hose hookup to each passenger service unit upon installation which
can be a physically tedious and demanding process for an airline
mechanic.
[0008] In addition to the continuing desire to provide improved
cabin services for passengers, there remains a need in the art for
a cabin services system that substantially reduces or minimizes the
amount of required wiring and that offers streamlined installation.
The present invention meets such a need.
SUMMARY OF THE INVENTION
[0009] A cabin services system for an aircraft is disclosed. The
cabin services system comprises at least one wireless network, the
at least one wireless network providing at least one cabin service.
The cabin services system further includes a cabin attendant panel
for communicating with the at least one wireless networks and
configured to control the at least one cabin service.
[0010] A system and method in accordance with the present invention
provides for the following features and advantages: (1) a wireless
passenger control unit is used to transmit seat group network
commands (such as reading light and attendant call) to a passenger
service unit; (2) a passenger service unit wireless receiver and
controller is used to control passenger service unit functionality;
(3) a passenger service unit power rail is integrated with the
passenger service unit mounting rail to provide electrical power to
the passenger service unit; and (4) individual personal air outlet
fans are installed in the passenger service unit to eliminate
ducting of a personal air outlet system, flex hose hookup, and to
reduce noise. As a result of these features, a conventional
in-flight entertainment system is not required within an aircraft
for the aircraft to provide passenger service functionality
(resulting in a potential significant weight reduction); systems
are greatly simplified--e.g., passenger service unit can be quickly
installed and maintained without any wire, duct or tube hookups.
The simplified cabin services system also enables passengers on a
narrowbody aircraft to have easier control over a reading light,
air speed from a personal air outlet, and flight attendant call
features directly from their armrest.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 illustrates a schematic diagram of a cabin services
system in accordance with a number of embodiments.
[0012] FIG. 2A illustrates a block diagram of a cabin services
system in accordance with one of the embodiments.
[0013] FIG. 2B illustrates a block diagram of an alternate
embodiment of a cabin services system in accordance with one of the
embodiments.
[0014] FIG. 2C illustrates one implementation of the cabin
attendant panel.
[0015] FIG. 2D illustrates the system components for a wireless
seat group network in accordance with one of the embodiments.
[0016] FIG. 3 is a flow chart that illustrates the operation of a
cabin services system in accordance with one of the
embodiments.
[0017] FIG. 4 is a perspective view of a portion of a passenger
service unit module.
[0018] FIG. 5 is a diagram that illustrates the operation of
passenger service unit mounting rails with circuits connected
thereto.
[0019] FIG. 6 is a flow chart of a configuration procedure in
accordance with one of the embodiments.
DETAILED DESCRIPTION
[0020] The following description is presented to enable one of
ordinary skill in the art to make and use the embodiments of the
invention, and is provided in the context of a patent application
and its requirements. Various modifications to the embodiments,
generic principles, and features described herein will be readily
apparent to those skilled in the art. Thus, the present invention
is not intended to be limited to the embodiments shown, but is to
be accorded the widest scope consistent with the principles and
features described herein.
[0021] A cabin services system 100 according to a number of
embodiments is illustrated in FIG. 1. The cabin services system 100
may include a plurality of wireless networks 102. Each of the
wireless networks 102 may transmit and receive passenger services
commands. Each of the wireless networks 102 may be preferably
associated with a seat group. The cabin services system 100 may
further include wireless passenger control units 202a-202n,
passenger service units 204a-204n, a plurality of cabin zone units
114, a cabin control unit (not shown) and a cabin attendant panel
112. Each passenger control unit 202a-202n may transmit cabin
services system commands to a corresponding passenger service unit
204a-204n. Each passenger service unit 204a-204n may include a
wireless receiver (not shown) and a controller (not shown) which
are used to control passenger service unit functionality. The cabin
services system 100 may further include a passenger service unit
power rail (not shown) which is integrated with a passenger service
unit mounting rail (not shown) to provide electrical power to each
passenger service unit 204a-204n. Finally, individual personal air
outlet fans may be installed in each passenger service unit
204a-204n to eliminate flex hose hookups that are typically
required in conventional cabin services systems.
[0022] Additionally, systems may be greatly simplified, passenger
controls may be more easily reached by passengers, and each
passenger service unit 204a-204n may be quickly installed and
maintained without any wiring or duct hookups.
[0023] Similarly, wireless interfaces may be used to provide data
or control of other passenger service unit module functions. For
example, video monitors mounted onto a passenger service unit may
receive video data wirelessly via a cabin wireless network. Also,
passenger signage can be controlled (turned on/off or fed content
for display) via a wireless interface.
[0024] Taken together, these wireless interfaces allow for the
elimination of wiring to passenger service unit modules. This
leaves electrical power as the electrical interface to each
passenger service unit module via the passenger service unit
mounting rails themselves and also provides a means for powering
non-essential or essential loads on these rails. In one
implementation, the passenger service unit mounting rails are
energized with electricity such that when a passenger service unit
module is clipped to the mounting rail, electrical contact is also
made between the passenger service unit module and the mounting
rail to provide electrical energy to the passenger service unit
module.
[0025] To describe the features of the present invention in more
detail refer now to the following description in conjunction with
the accompanying figures.
Cabin Services System (CSS)
[0026] In one embodiment, a cabin services system 100' may include
a cabin control unit 113 wired to a cabin attendant panel 112' as
shown in FIG. 2A. The cabin control unit 113 may be wired to a
plurality of cabin zone units 114. The cabin zone units 113 may in
turn communicate wirelessly to a plurality of wireless seat group
networks 115. Each wireless seat group network 200 may include a
plurality of passenger control units 202a-202n that communicate
wirelessly with one passenger service unit 204. In this method,
data from the cabin attendant panel 112' may be relayed by wiring
to the cabin zone unit 114' data and may be transmitted by the
cabin zone unit 114' wirelessly to the passenger service unit 204.
The wiring from the cabin attendant panel 112' to cabin zone unit
114' may exist for functions other than passenger service
functions, (such as general cabin lighting control, cabin air
temperature data, zonal attendant call light control and many other
functions not related to the passenger service functions) thereby
eliminating the need to add extra wire or wireless radio hardware
for the cabin attendant panel 112' to passenger service unit 204'
communication.
[0027] FIG. 2B illustrates a block diagram of an alternate
embodiment of a cabin services system 100''. The cabin services
system 100'' may include a wireless cabin attendant panel 112''
that may communicate wirelessly with a plurality of wireless seat
group networks. A wireless seat group network 200 may include a
plurality of passenger control units 202'a-202'n that may
communicate wirelessly with a passenger service unit 204'. This
method may allow small commercial aircraft to perform cabin
services functions normally found on large commercial aircraft.
Further, the wireless cabin attendant panel 112'' may wirelessly
transmit commands to a plurality of other airplane components in
order to control functions such as general cabin lighting, zonal
attendant call light, and record cabin air temperature data. Each
of the components listed above may be wirelessly enabled to afford
this functionality.
Cabin Attendant Panel (CAP)
[0028] FIG. 2C illustrates one implementation of the cabin
attendant panel 112. The wireless cabin attendant panel 112 may be
used to transmit wireless control signals via control button 402
directly to groups of passenger service units for functions such as
turning on/off passenger signage (e.g., "No Smoking", "Fasten Seat
Belt", etc.), and for resetting the passenger service units via
reset button 404 during gate turnaround between flights (e.g.,
turning off all reading lights, personal air outlets, and flight
attendant call lights; and turning on all "No Smoking" and "Fasten
Seat Belt" signs). In this manner, the cabin control unit and cabin
zone module may be bypassed, greatly simplifying the system
architecture.
[0029] In a preferred implementation of the cabin attendant panel,
the cabin attendant panel may make use of other aircraft wireless
transmitters located in various positions in the airplane to relay
its control signals to the seat group networks. These other
wireless transmitters can include a wireless function added to the
cabin zone modules (part of the cabin services system). In this
case, the cabin attendant panel may be part of a wired or wireless
network common to these zone control electronic boxes. It may also
be part of other aircraft systems, such as a wireless cabin
network. The cabin attendant panel can further include a display
(not shown) for displaying data (e.g., prognostic data) to a
mechanic or flight personnel, as described in greater detail
below.
Overview of the Wireless Seat Group Network (WSGN) 200
[0030] FIG. 2D illustrates an embodiment of the system components
for a wireless seat group network 200. The system components for
the embodiment may include one or more wireless passenger control
unit transmitters 202, a passenger service unit 204, and a magnet
222. In one implementation, the passenger control unit transmitter
202 may transmit wireless communication to activate a function in
an associated passenger service unit 204 as described in greater
detail below. In another implementation, the passenger service unit
204 may also receive wireless communication from the cabin
attendant panel (not shown).
Passenger Service Unit (PSU) 204
[0031] The passenger service unit 204 may comprise a wireless
receiver 206, a controller 208, memory 210, reading lights
212a-212n, a flight attendant call light 214, a flight attendant
call cancellation switch 216, personal air outlets 218a-218n, and a
reed switch 220. The features of each of these components are
described in more detail in conjunction with the accompanying
figures hereunder.
Cabin Services System Operation
[0032] FIG. 3 is a flow chart which illustrates the operation of
the cabin services system 100. The cabin services system 100
functions in the following manner, using the reading light function
as an example. First, a passenger presses a "Reading Light" button
on the wireless passenger control unit (e.g., wireless passenger
control unit 202a) (FIG. 2A), via step 502. In one implementation,
pressing this button closes the "Reading Light" switch and
depresses an energy bar within the passenger control unit. The
depressed energy bar may activate electrodynamic or piezoelectric
mechanisms in the passenger control unit that generate electrical
energy used by the passenger control unit transmitter to send a
radio message (or data packet) called a "telegram", via step 504.
In one implementation, the radio telegram may include a unique
identification of a passenger control unit and an identification of
a closed control switch. Note that, in one implementation, the
passenger control unit transmitter may send 3 copies of a given
telegram with a random time interval between each message to
prevent loss of telegrams due to data transmittal collisions when
many passenger control units are in use simultaneously.
[0033] Next, a receiver in a passenger service unit (e.g.,
passenger service unit 204a) (actually, receivers in many nearby
passenger service units), receives the radio telegrams and passes
it on to a controller (e.g., controller 208), via step 508. Then,
the controller checks to see if the passenger control unit
transmitter ID (associated with a received telegram) are in its
internal memory (e.g., memory 210), via step 510. If the passenger
control unit transmitter ID is not associated with the passenger
service unit (i.e., if the transmitter ID of the passenger control
unit is not stored within an internal memory of the passenger
service unit), the passenger service unit does not act any further
on the telegram, via step 512.
[0034] Finally, if the passenger control unit transmitter ID is
associated with the passenger service unit (i.e., the transmitter
ID of the passenger control unit is matched with an ID stored in
the internal memory of the passenger service unit), the controller
uses its logic to act on the telegram, via step 514. In this case,
the controller would turn on the reading light associated with the
transmitter if the light were previously turned off, or, turn the
light off if the light were previously turned on. In another
embodiment, the reading light may be commanded to cycle through
pre-defined steps, such as "off", "dim" or "bright" intensities. In
yet another embodiment, the reading light may be commanded to
increase in brightness while the passenger control unit button is
pressed and stop increasing in brightness when the passenger
control unit button is released. In this embodiment, one passenger
control unit button would be used for increasing in brightness and
another button would be used in a similar fashion for decreasing in
brightness.
[0035] This wireless telegram may also be received by the wireless
cabin zone unit where either a database located within the wireless
cabin zone unit or a separate remote database can be maintained
that contains all the passenger control unit addresses associated
with that zone. This may allow passenger service functions
separated in physical zones inside the aircraft to be commanded in
unison. This may allow the attendant to command a common passenger
service function to an entire zone such as turn on all reading
lights in business class only.
[0036] Similar functionality may be utilized to turn on/off the
flight attendant call feature or to increase or decrease the fan
speed of a personal air outlet. Furthermore, the fan speed of a
personal air outlet may be controlled in pre-defined steps, such as
"off", "low", "medium" or "high" speeds.
Alternative Embodiments Involving Other Wireless Technologies
[0037] Wireless technologies that can be implemented by passenger
control unit transmitters include, but are not limited to, 802.11
or Blue Tooth or Zigbee technologies. Batteries can supply the
necessary power for these higher-powered protocols and still
maintain significantly long battery life. In one implementation,
the passenger control unit transmitters are EnOcean transmitters
available form EnOcean GmbH of Oberhaching, Germany.
Wireless Passenger Control Unit (PCU) 202
[0038] The wireless passenger control unit transmitter 202 may
allow for communication with the passenger service unit 204 without
an in-flight entertainment system or any other wires. Thus, the
cabin services system is not reliant on an in-flight entertainment
system and an aircraft can be built without a conventional
in-flight entertainment system. This allows airlines to choose not
to install wired in-flight entertainment systems (which
significantly reduces weight) or to use the latest portable
in-flight entertainment systems, such as the digEplayer or express,
on widebody aircraft.
[0039] A passenger control unit including the wireless passenger
control unit transmitter 202 may be installed anywhere in the
passenger seat (seat arm, seat back, etc.) within easy reach of the
passenger. Wireless passenger control unit transmitters 202 may be
battery powered, or may use energy harvesting for power without
batteries. An energy harvesting wireless passenger control unit
transmitter may be constructed, for example, by integrating an
EnOcean piezoelectric or electrodynamic wireless transmitter
(www.enocean.com, part numbers PTM100 or PTM200) into a passenger
control unit such that passenger actuation of the passenger control
unit control buttons closes a specific control switch on the
EnOcean transmitter and depresses the energy bar, thus resulting in
wireless transmission of command telegrams from the passenger
control unit to a receiver (for example, an EnOcean
receiver--EnOcean P/N RCM 120) mounted in the passenger service
unit. The command telegrams may include an identifier unique to the
transmitter and indication of which control switch was closed at
the time of pressing the energy bar.
Passenger Service Unit (PSU) Functionality
[0040] Passenger service unit modules may come in many forms. Any
given passenger service unit module may include one or more of the
following functionalities: [0041] Flight attendant call light
[0042] Reading light [0043] Personal air outlets [0044] Emergency
oxygen [0045] In-flight entertainment system control such as video
or audio channel selection [0046] Cabin signage such as "fasten
seat belt", "no smoking" or other passenger information
[0047] It should be understood by one of ordinary skill in the art
that a variety of other functions could be included and their use
would be within the spirit and scope of the present invention.
[0048] In one embodiment, each passenger service unit may utilize
the following features to allow it to easily snap onto a mounting
rail in an aircraft without wire, duct or tube hookups: a 12V DC
powered mounting rail, wireless technology, and fans mounted onto a
passenger service unit.
[0049] Powered mounting rail: the passenger service unit mounting
rail provides both a structural interface for installing a
passenger service unit as well as an electrical power interface.
Each passenger service unit may simply snap onto the mounting rail
for both mechanical attachment and for electrical power.
[0050] Wireless technology: together, the wireless passenger
control unit, wireless interface to the cabin attendant panel and
the passenger service unit power rail (or power line) within the
mounting rail may eliminate the need to hook up wires to a
passenger service unit.
[0051] Fans mounted onto a passenger service unit: ducting for a
personal air outlet and hookup to each passenger service unit may
be replaced by individual personal air outlet fans built into each
passenger service unit. This results in less noise (compared to
high pressure ducting and nozzles of a conventional personal air
outlet).
[0052] The reading light, flight attendant call, nozzles and fans
of a personal air outlet and emergency oxygen may be assembled in
an integrated passenger service unit module that snaps onto the
mounting rail without any wire or duct hookups.
[0053] In one implementation, fans (mounted onto a passenger
service unit) may draw "fresh" air into a passenger service unit
plenum through an inlet grill located adjacent to the cabin air
distribution nozzles. In such an implementation, ducts of a
personal air outlet may be eliminated and cabin noise may be
reduced.
[0054] In one implementation, oxygen masks may be deployed by
turning off power to a utility bus on the passenger service unit
mounting rail and momentarily turning on an essential power bus and
reversing electrical polarity on a power rail within the passenger
service unit mounting rail. Current will then flow through a diode
in the oxygen circuit to activate the mask drop solenoid.
[0055] FIG. 4 is a perspective view of a portion of the passenger
service unit module 300. The portion of the passenger service unit
module 300 illustrated in FIG. 4 shows an electrical contact
assembly 301. The assembly 301 may comprise an electrical spring
contact 302 and a plastic, non-conductive, insulating support 304.
The electrical spring contact 302 may be made of, for example,
beryllium copper that is nickel and gold plated. The electrical
spring contact 302 may be designed to clip onto the round portion
of electrically conductive passenger service unit mounting rail
306. The plastic support 304 may be also designed to clip onto the
passenger service unit mounting rail 306 and may be intended to
support the electrical spring contact 302 and to prevent the
electrical spring contact 302 from rocking back and forth on the
passenger service unit mounting rail 306. The electrical contact
assembly 301 may be loosely fastened to a passenger service unit
module such that when a passenger service unit module vibrates
under the passenger service unit mounting rail 306, the electrical
spring contact 302 will float over the passenger service unit
module and maintain its grip on the passenger service unit mounting
rail 306. With these elements in place, the electrical spring
contact 302 may mate with the electrically conductive portion of
the passenger service unit mounting rail 306 when the passenger
service unit is installed and held in place by the passenger
service unit catches (not shown).
[0056] Accordingly, each passenger service unit module 300 may
receive electrical power from the mounting rail 306 via its
electrical spring contacts 302.
Passenger Service Unit (PSU) Mounting Rails
[0057] FIG. 5 is a diagram that illustrates the operation of the
passenger service unit mounting rails with passenger service unit
circuits as indicated by loads 403a, 403b and 403c connected
thereto. As is seen, under normal operating conditions, a diode 402
in series with each passenger service unit module circuit allows
current to flow through non-essential circuits 408. Non-essential
circuits are, for example, circuits for in-flight entertainment
monitors, reading lights and flight attendant call lights. For
essential circuits 410, such as one for oxygen deployment, a diode
404 in series prevents current from flowing into the circuit. Thus,
under non-normal operating conditions, such as during emergency
oxygen deployment, the output of the overhead electronics unit 406
reverts from a non-essential power mode to an essential power mode
and the output polarity is reversed. Thus, the diodes 402 on the
non-essential circuits prevent current to flow through them while
the diodes 404 on the essential circuits now allow current to flow
through them. This can be used, for example, to momentarily power a
solenoid that opens an oxygen mask door thus allowing oxygen masks
to fall into the cabin, or, for example, to continuously power a
wirelessly activated oxygen system.
[0058] Note that if a circuit 412 requires power during both normal
and non-normal conditions, diodes may be used to provide power to
the circuit 412 under either condition. Also note that if the
circuit 412 could operate with either polarity, no diodes would be
necessary and the circuit may be connected to each of the
rails.
[0059] In one implementation, the 12V DC mounting rail contact and
the current return contact may be widely spaced. In this
implementation, such a design helps to prevent accidental shorting
across the contacts with, e.g., a conductive tool that might
otherwise startle a mechanic by discharging sparks. Additionally,
all portions of the passenger service unit mounting rails that
cannot be contacted by the electrical contact of the passenger
service unit may be made from non-conductive materials or finished
with non-conductive finishes as another preventive measure against
accidental shorting.
[0060] The passenger service unit power rail may implement any low
voltage power type, AC or DC. Many power rail designs other than
that shown in FIG. 4 are feasible. For example, the male spring
contact may be moved to the passenger service unit with the female
contact inserted into a groove in the mounting rail arm. In this
case, both the 12V DC and return rails may be located on the same
side of the passenger service unit (instead of opposite sides)
since both mounting rail contacts can be recessed protecting them
from accidental shorting with, e.g., a conductive tool.
Alternative Embodiments of the Passenger Control Units (PCUs)
[0061] Rather than using batteries or harvesting the energy from
passenger actuation of the passenger control unit buttons, a
passenger control unit may harvest energy in other ways, including
seat vibration or motion through a piezoelectric energy harvesting
device (such technologies already exist at Boeing and in industry)
or solar energy harvesting at the seat driven by cabin lighting or
light through windows.
[0062] Rather than direct wireless communication from passenger
control unit to passenger service unit, a passenger control unit
could communicate with some other wireless cabin device (e.g., a
repeater, a wireless cabin access point or a wired network), with
that device then communicating wirelessly or via wires to the
passenger service unit.
Alternative Embodiments for Activation of Attendant Call Light and
Call Tone
[0063] Flight attendant call commands from a passenger control unit
may be used to activate a flight attendant call light in the galley
areas and a flight attendant call tone in the cabin in the
following ways:
[0064] 1. When a passenger service unit receives a flight attendant
call command from a passenger control unit, the passenger service
unit may forward the flight attendant call command to equipment in
the galley area by generating its own wireless telegram, or by
sending a telegram over the passenger service unit power rails
using communication over power line technology. This can be
accomplished, for example, by the passenger service unit inducing a
small high frequency voltage on the power rails which can be
detected by equipment in the galley area. Alternately, this
passenger control unit command can be received and understood by a
wireless cabin zone unit that in turn could forward the command to
the appropriate system (a galley area in this case). The benefit
being that the wireless cabin zone unit is connected to a central
database that could store the airplane configuration data in one
convenient place instead of in each passenger service unit. This
configuration data could include information such as the
arrangement and location of many other systems that could
potentially be controlled through the passenger service system.
[0065] 2. Wireless receivers in the galley area may listen for
flight attendant call transmissions directly from a passenger
control unit. Repeater transmissions (such as EnOcean TCM110) can
be used to relay passenger control unit transmissions to the galley
area if they would otherwise be out of range.
Personal Air Outlet Fans 218a-218n
[0066] Referring back to FIG. 2C, personal air outlet fans
218a-218n may draw air from an air distribution system. Fan speed
may be controlled from the seat arm or seat back by passenger
actuation of the passenger control unit 202. The fans 218a-218n may
run as fast as controlled by a passenger. The result may be less
cabin noise (the amount of noise correlates with desired velocity),
less power consumption, and no dead-headed fans. Fan speed
monitoring may be provided for prognostic preventative maintenance
and automatic shutoff in the event of a fan failure.
Passenger Service Unit (PSU) Configuration Procedure
[0067] Each passenger service unit may go through a configuration
procedure in order to associate the passenger service unit with a
corresponding passenger control unit. FIG. 6 is a flowchart of the
configuration procedure in accordance with one implementation of
the present invention. Referring to FIGS. 2A, 2C and 6 together,
this configuration procedure is as follows:
[0068] A mechanic places a passenger service unit into standby
mode, via step 902. This may be accomplished, for example, by
positioning a magnet 222 next to the passenger service unit 204 in
a particular position below an internal reed switch 220. Closing of
the reed switch 220 indicates to the controller 208 to start
listening for a learn mode or control telegram to be transmitted in
the steps to follow.
[0069] In an embodiment, the mechanic may then press a button on a
hand-held portable maintenance device that has the capability of
transmitting the learn mode or control telegram via step 904. This
portable maintenance device may also be equipped with a magnet. The
portable maintenance device may be held near the reed switch inside
the passenger service unit, thereby placing the passenger service
unit into standby mode prior to transmitting the learn mode
telegram. Alternately, a permanently mounted wireless cabin
attendant panel may also produce this maintenance command at times
when the aircraft is located at remote airports and there is no
portable maintenance tool available.
[0070] Alternately, the wireless cabin attendant panel may be made
portable and have a magnet installed inside, permitting convenient
control by carrying it to the passenger service unit when learn
mode is desired.
[0071] In either embodiment, the passenger service unit may be
pre-programmed to understand the maintenance command telegram and
will enter learn mode if it has already been placed in standby
mode. Other passenger control units that also receive the learn
mode command may not enter learn mode as they are not in standby
mode. In case two passenger service units are placed in standby
mode simultaneously the passenger service unit may attempt to
prevent accidental correlation between the passenger control unit
and an inappropriate passenger control unit. This situation may
occur if two mechanics are not aware that each other are attempting
to configure the system. The process involves the broadcast of a
special telegram once a passenger service unit enters standby mode
that will remove any other passenger service unit from standby
mode. Any passenger service unit that is forced out of standby mode
may indicate this non-normal condition to the mechanic by a special
visual indication such as flashing the reading lights in a certain
pattern. The mechanic may then be aware that another passenger
service unit is in standby mode and may act accordingly.
[0072] Once in learn mode, the passenger service unit 204 first
erases its memory 210 of all stored transmitter IDs, via step 906.
The transmitter ID storage and the learn mode function can be
implemented in a variety of ways. For example, it may be
implemented using circuitry, firmware, software, or the like. In
one embodiment, a computer readable medium including computer
programs can be utilized, such as on a DVD, CD, floppy disk, Flash
memory or other digital media to implement this process. As a
visual cue, the controller 208 may flash all reading lights, for
example, to indicate that a passenger service unit has entered into
learn mode.
[0073] In a preferred method the controller 208 may control one of
the reading lights to remain on providing a visual due to the
mechanic that the controller 208 is waiting for him/her to press a
button on the corresponding passenger control unit 202, via step
908.
[0074] The mechanic may press the button on the corresponding
passenger control unit 202 to provide a telegram. When this
telegram is received by the controller (via the receiver 206), its
transmitter ID is stored in internal memory 210 as the ID
correlated with that particular reading light (and therefore seat
position) and that reading light is turned off, via step 914. Note
that the passenger control unit 202 transmitter ID may also be
associated with a specific personal air outlet fan corresponding to
the seat to be served by the corresponding reading light.
[0075] Steps 910 through 914 are repeated for each passenger
control unit 202 in a seat group until all passenger control units
202 are associated with particular passenger service unit
functions, via step 916. Note that the passenger service unit 204
may know how many seats are under it since the number of seats
under it may correlate to the number of reading lights on the
passenger service unit 204. In the event that there are more
reading lights than seats, the mechanic could repeat transmissions
from the portable maintenance tool to indicate "no passenger
control unit is correlated to this reading light and Learn Mode may
proceed to the next reading light or be ended."
[0076] Once all passenger control units 202 are associated, the
controller 208 takes the passenger service unit out of learn mode,
and the configuration procedure is ended, via step 918. The
controller may flash all reading lights as a final visual
indication to the mechanic that learn mode is complete. The
controller 208 then returns to its normal operating condition.
[0077] In order for the cabin services system to recognize where
the passenger service units are physically located for purposes of
commanding an entire zone with a common command (such as "turn on
all reading lights in business class only") the following technique
may be used. Prior to placing any passenger service unit into learn
mode, cabin zone call lights on either end of a particular zone
(i.e. between two cabin doors, for example between door 1 left and
door 2 left) may be placed into a similar learn mode. This allows
the cabin services system to now listen to all subsequent learn
mode activity. The learn process may be completed for each
passenger service unit--passenger control unit combination in that
zone in the manner described above. Following this, the cabin zone
call lights are taken out of learn mode. Since the cabin services
system may be recording all the learn mode activity, it is now
aware of which passenger control unit IDs are associated with that
zone. Further, if the learn mode process follows a known pattern
within that zone (i.e. left front seat first, followed by the seat
behind and so on) it is possible for the cabin services system to
infer the relative location of each seat with respect to other
seats.
[0078] This process is repeated for all zones in the aircraft.
Alternative Embodiments for Operation of Learn Mode
[0079] An alternative embodiment for initiating learn mode may
include a use of the wireless cabin attendant panel. A mechanic can
first use a magnet to place one passenger service unit into standby
mode, then walk to the wireless cabin attendant panel to generate a
learn mode command.
[0080] Other methods for initiating standby mode may be used in
lieu of a magnet being located near a reed switch. The passenger
service unit may be commanded into standby mode, for example, by
closing a hidden switch in the passenger service unit by poking a
paperclip through a small access hole while simultaneously pressing
some other control button. Another method may be use of the radio
frequency identification tag or similar credential carried by only
those people permitted to configure the system. A radio frequency
identification reader built into the passenger service unit may
detect the proximity of such a radio frequency identification
credential, compare it to a stored database and enter learn mode if
the credential is authenticated. Other methods for initiating learn
mode may include sending an infrared or UV signal to a passenger
service unit with a hand-held transmitter, and broadcasting a
standby mode signal to all passenger service units followed by a
flight attendant button press of the specific passenger service
unit to be placed into learn mode. For example, pressing a specific
button on the cabin attendant panel 5 times in succession within 5
seconds may be recorded by all the passenger control units which
places each passenger service unit into standby mode then finally
being placed into learn mode one at a time by pressing the flight
attendant call button physically located on the desired passenger
service unit. A repeat cabin attendant panel button press may then
take all remaining passenger service units out of standby mode.
Utilization of the System for Providing Prognostic Data
[0081] Prognostic data may be supplied by a passenger service unit
to the airplane crew. In one implementation, the prognostic data is
provided to a display associated with a cabin attendant panel for
flight attendant or mechanic use. The cabin attendant panel may
also pass the prognostic data on to other airplane maintenance
systems. The prognostic data can be supplied by the passenger
service unit using one or more of the following methods:
[0082] 1. A passenger service unit may send this data over the
power rail using communication over power line technology, as
discussed above.
[0083] 2. A wireless transmitter in a passenger service unit may
send the data to wireless receivers elsewhere in the aircraft.
[0084] 3. The passenger service unit may send the data over wires
to the airplane crew.
[0085] 4. Each passenger service unit may directly indicate this
information when sent a wireless "maintenance mode" command from
the cabin attendant panel. This indication may take the form, for
example, of turning on all reading lights if the passenger service
unit is healthy, and not turning on the lights if the passenger
service unit has a failed component. In the case of oxygen modules
and other passenger service unit devices without reading lights,
this function may be accomplished, for example, with hidden LEDs
visible only during maintenance mode. A visual inspection can then
be carried out to identify passenger service units with failed
components.
Contents of Prognostic Data
[0086] Such prognostic data may include, for example:
[0087] 1. Transmission strength of a passenger control unit. In one
implementation, a receiver is able to monitor the signal strength
of transmissions from the passenger control unit transmitters. The
signal strength could be reported along with the passenger control
unit transmitter IDs to identity passenger control units with
declining signal strengths or with low signal strengths. Such
information could be used to replace passenger control units before
they completely fail.
[0088] 2. Personal air outlet fan performance. The personal air
outlet fans utilized in a passenger service unit may provide a
tachometer signal that can be monitored by a controller in the
passenger service unit. If the tachometer varies significantly from
the expected fan speed, the passenger service unit could report
that that particular fan needs replacement. In extreme cases, the
controller in the passenger service unit could deactivate the
fan.
[0089] 3. Detection of performance of filament-type reading lights.
The controller in the passenger service unit may monitor a
resistance across a filament or current drawn by a reading light to
monitor abnormalities caused by filament wear or breakage.
[0090] 4. Status of oxygen supplies within oxygen modules.
Wireless Transmission of Data Required for In-Flight Entertainment
Systems
[0091] This system may be used for applications other than a cabin
services system. For example, in-flight entertainment controls
could be added to a passenger control unit, and receivers can be
included in seat-mounted in-flight entertainment equipment for
wireless transmission of in-flight entertainment commands between
or within seats. Such commands might include audio volume up/down,
video channel up/down, etc. Using an energy harvesting or battery
powered passenger control unit for this purpose may eliminate
passenger control unit wiring in the seat arm that is subject to
wear by passing through a seat arm hinge.
Portable In-Flight Entertainment Systems
[0092] Portable in-flight entertainment systems may be utilized to
provide full video/audio on demand capabilities.
[0093] The advantage of portable in-flight entertainment units is
that no cabin or seat wiring is required; installation and
maintenance is simplified; weight is reduced; and line-fit or
retrofit is more cost-effective to accomplish.
[0094] The present invention allows for greatly simplified systems,
including greater functional separation of the in-flight
entertainment system and the cabin services system which reduces
variability in a cabin services system. The aircraft manufacturer
also benefits by reducing final assembly flow time for the
installation of passenger service units and by eliminating the
manual construction of cabin services system interior configuration
database tables associated with, for example, which reading lights
are located above which seats. Further, elimination of overhead
ducts of a personal air outlet frees up space in the overhead.
[0095] Airline customers benefit through improved maintenance and
cabin reconfigurability. Passenger service units can be more easily
removed, installed and relocated without wire or duct hookups.
Passenger control units do not require any seat arm wiring which is
generally subject to damage as such wiring typically passes through
seat arm hinges.
[0096] Widebody airplane operators may benefit by now having the
option of not installing an in-flight entertainment system (or to
use portable in-flight entertainment systems) for a significant
weight reduction.
[0097] Narrowbody airplane operators may benefit from the ability
to offer their passengers improved ergonomics by moving passenger
service controls from overhead to the seat arm or seat back where
they can be more easily reached.
[0098] Although the present invention has been described in
accordance with the embodiments shown, one of ordinary skill in the
art will readily recognize that there could be variations to the
embodiments and those variations would be within the spirit and
scope of the present invention. For example, implementations of a
cabin services system described above can be implemented in any
type of commercial vehicles including, e.g., helicopters, passenger
ships, automobiles, and so on. In addition, the passenger control
units 202 and/or the passenger service units 204 may be powered by
batteries to eliminate the need for a wired power supply or a power
rail. Further, the passenger service units 202 may be configured
has a moveable or portable remote control-type unit, rather than
fixedly implemented or disposed in or on a seat. Accordingly, many
modifications may be made by one of ordinary skill in the art
without departing from the spirit and scope of the appended
claims.
* * * * *